DE202012105058U1 - Navigation device for aircraft - Google Patents

Abstract

Navigation device (10) for aircraft for determining and displaying a vertical target flight plan (20), starting from a current aircraft position (21) to a predefined target position (22), with a flight plan determining device (11) for determining the vertical target flight plan and a navigation display (14 ) for displaying the ascertained vertical target flight plan, characterized in that - the flight plan determining device (11) is set up in the vertical target flight plan (20) a plurality of target speed setting positions (32 to 38) at which the aircraft deviates from the current one -Speed a new target speed is given to determine, - a computing unit (12) is provided, which is set up with respect to at least one target speed setting position, a speed error course depending on a predetermined speed setpoint position target speed and an i n calculate the future predicted actual speed course until reaching the predetermined target speed and an energy level error area (40) as a function of a kinetic energy error derived from the speed error profile, and - the navigation display (14) for displaying the determined target speed Positioning position and the at least ...

Description

The invention relates to a navigation device for aircraft for determining and displaying a vertical target flight plan from a current aircraft position to a predefined target position, with a flight plan determining device for determining the vertical target flight plan and a navigation display for displaying the determined vertical target flight plan.

With the continued growth of aviation, especially in conurbations, the burden of aircraft noise is playing an increasingly important role for most people. Investments in passive noise protection will therefore increase significantly in the next few years in order not to lose the broad acceptance within the population for the necessity of a constantly increasing volume of air traffic.

In addition to the facilities for passive noise protection, active noise protection is becoming more and more of a focus. Thus, with the help of modifications to the cell and the engine, as well as by changing the flaps and landing gear, the aircraft noise can be reduced, especially during the approach phase. However, these modifications and adjustments are only in recent aircraft types in use, the retrofitting of older aircraft with such modifications requires very high investment costs.

A further reduction in aircraft noise is the application of low-noise approach and departure procedures. For example, there is an approach method in which the engines are idle from normal cruising altitude to landing on the road so that the noise generated by the engines can be reduced with such an approach method. However, such a low-noise approach method has the disadvantage that it has to be tuned very precisely with regard to the flight plan, in order to avoid the use of the engines for thrust generation.

In addition, many noise-optimized approach procedures conflict with the fact that the airport operator is under considerable time pressure. In order to achieve the highest possible utilization of its aerodrome, the interest is in particular the flight times from the target altitude to the landing of the machine at the airport, i. the entire approach and / or the departure to realize in the shortest possible time.

For navigation in modern commercial aircraft navigation displays have been used for some years to display the lateral flight path. Here, the entire flight plan is typically displayed in a plan view relative to the aircraft, so that in particular information regarding the direction of flight and the desired flight direction can be derived. Predefined waypoints to be dropped can also be displayed here. Information on the altitude profile of the flight plan does not exist in this form.

An extension of this presentation is the so-called "Vertical Situation Display". This represents at least the vertical flight plan, ie the altitude over the distance from the current aircraft position to the target position. In most cases, the current aircraft altitude is represented by a stylized aircraft icon along with an area of terrain information. Such a representation is known for example from the Airbus A380.

In order to achieve a noise-reduced approach, for example, by long idle times of the engines at a time for the airport operator timely default approach, the pilots usually need more information in relation to the altitude or vertical target flight plan to plan such a low-noise approach method and perform.

It is therefore an object of the present invention to input a navigation device for aircraft, with which the vertical target flight plan is extended and presented with further information in such a way that it allows the pilot a noise-reduced and noise-optimized as possible approach or departure.

The problem is solved with the characterizing features of the protection claim 1.

• – die Flugplanermittlungseinrichtung eingerichtet ist, in dem vertikalen Soll-Flugplan eine Mehrzahl von Sollgeschwindigkeits-Setzpositionen, an denen dem Flugzeug in der Abweichung zu der aktuellen Ist-Geschwindigkeit eine neue Soll-Geschwindigkeit vorgegeben wird, zu ermitteln,
• – eine Recheneinheit vorgesehen ist, die bezüglich mindestens einer Sollgeschwindigkeits-Setzposition eingerichtet ist, einem Geschwindigkeitsfehlerverlauf in Abhängigkeit von einer an der Sollgeschwindigkeits-Setzposition vorgegebenen Sollgeschwindigkeit und einem in die Zukunft prognostizierten Ist-Geschwindigkeitsverlaufes bis zum Erreichen der vorgegebenen Sollgeschwindigkeit und eine Energiehöhen-Fehlerfläche in Abhängigkeit von einem aus dem Geschwindigkeitsfehlerverlauf abgeleiteten kinetischen Energiefehler zu berechnen, und
• – das Navigationsdisplay zum Darstellen der ermittelten Sollgeschwindigkeits-Setzpositionen und der mindestens einen berechneten Energiehöhen-Fehlerfläche im Bezug auf die entsprechende Sollgeschwindigkeits-Setzposition in dem vertikalen Sollflugplan ausgebildet ist.

Accordingly, the invention proposes that

• The flight plan determining device is set up to determine in the vertical target flight plan a plurality of target speed setting positions at which a new set speed is predefined to the aircraft in deviation from the current actual speed,
• An arithmetic unit is provided which is set up with respect to at least one setpoint speed setting position, a speed error course depending on a setpoint speed predefined at the setpoint speed setting position and an actual speed profile predicted in the future until the predefined setpoint speed is reached and an energy level error area in To calculate dependence on a kinetic energy error derived from the velocity error curve, and
• - The navigation display for displaying the determined target speed setting positions and the at least one calculated energy level error area is formed with respect to the corresponding target speed setting position in the vertical target flight plan.

By means of the flight plan determining device, which is provided for determining the vertical target flight plan, a plurality of target speed setting positions in the vertical target flight plan are determined. The vertical target flight plan represents an altitude profile up to the target position on which the aircraft is flying. With the help of the setpoint speed setting positions, those positions are defined within the vertical setpoint flight plan at which the aircraft is given its new setpoint speed. This is usually done by the pilot by setting the new preset target speed.

Due to the inertia of the aircraft system results after setting the new target speed, a speed difference between the current actual speed and the newly specified target speed. With the aid of a designated arithmetic unit, a speed error course is calculated with respect to at least one setpoint speed setting position, which results from the predefined setpoint speed at the corresponding setpoint speed setting position and an actual speed course until the predetermined setpoint speed is reached.

From this speed error curve, a kinetic energy error can now be derived, resulting, for example, from the conversion of the speed difference into a kinetic energy. From this kinetic energy error resulting from the speed error history, an energy altitude error area at the target speed setting position can be calculated, which is then displayed to the pilot.

The energy level error surface results from the relationship of the kinetic energy in conjunction with the known relationship of the energy level. Thus, a kinetic energy can be converted to an equivalent level, for example using the equation

In this way, the kinetic energy error resulting from the difference between the given target speed and the predicted actual speed course can be represented as an altitude error area along with the altitude profile.

The navigation display is now set up to display the determined target speed setting position and the at least one calculated energy height error area at the corresponding target speed setting position in the vertical target flight plan so that the pilot can intuitively display the course of the kinetic energy error. Due to the fact that the kinetic energy error is converted into a height, the kinetic energy error within the vertical target flight plan in which the Y-coordinate represents the height of the flight plan can be represented unit-faithfully. Because the kinetic energy error thus has the same unit as the representation of the profile in the vertical direction, namely the height.

The shape of the height error area is thereby determined by a performance-based prediction, i. one can read directly from this the predicted course of the energy reduction. This will enable the pilot to plan long-term energy reduction on the approach based on the energy height error surface for the kinetic energy error. In case of a delayed input treatment by the pilot, the surfaces shift accordingly and show a picture of the new situation.

If the target speed setting positions within the vertical flight plan are distributed noise-optimized, the pilot can use the representation of the kinetic energy error to deduce what actions or even omitted actions will cause for the further course of the approach.

Advantageously, the flight plan determining device is set up for determining the vertical target flight plan as a function of current flight boundary conditions. Current flight boundary conditions may be, for example, the current actual speed of the aircraft, the current altitude of the aircraft, the predefined target position, the current distance to the predefined target position, speed specifications of the ATC (Air Traffic Controller), the current weather situation parameters influencing the attitude and the buoyancy of the aircraft , in particular the wind conditions (including thermal) and / or the weight of the aircraft. However, this list is not exhaustive.

Furthermore, it is particularly advantageous if the flight plan determining device is set up to determine the vertical target flight plan as a function of a predetermined intermediate approach altitude and / or a predetermined approach angle. In a standard ILS approach procedure, as they are commonly found at airports, the aircraft are piloted from their cruising altitude to a Zwischenanflughhehe, from where they then the actual Stop approach with the help of a beacon and thus predetermined approach angle.

Furthermore, it is particularly advantageous if the flight plan determining device is designed to determine the setpoint speed setting positions as a function of current flight boundary conditions. Such flight boundary conditions may, for example, again the current actual speed of the aircraft, the current altitude of the aircraft, the predefined target position, the current distance to the predefined target position, the speed specifications of the ATC, the current the attitude and buoyancy of the aircraft influencing weather conditions, in particular the wind conditions (including thermal) and / or the current weight of the aircraft. Again, the list is not exhaustive. In a further advantageous embodiment, the flight plan determining device is designed to determine actuating positions for the actuation of high-lift aids, operating positions for the actuation of a running gear and / or actuation positions for the retraction and extension of air brakes as a function of the current flight boundary conditions. Such an actuating position can be, for example, the extension of the landing flaps, possibly also in different gradations.

Since, for example, with the extension of the landing flaps usually a new target speed is specified, the flight plan determining means may be further configured to determine based on these operating positions, the target speed setting positions within the vertical flight plan. In most cases, the actuation positions should coincide with the setpoint positions for the setpoint speeds.

Advantageously, the actuation positions within the vertical target flight plan are displayed to the pilot, so that the pilot receives concrete action instructions during the approach, which can lead, for example, to a noise-optimized approach. Together with the altitude error areas, the pilot thus receives concrete information on how his behavior also affects the future.

As a result, the pilot additional information in particular for noise-optimized approach procedures are given, which neither bern him nor automatically intervene in the flight operations. Rather, the information is intuitively presented to the pilot, so that is to be expected with a greater acceptance of such a system.

In a further advantageous embodiment, a simulation calculation unit is provided, which is set up for determining the predicted actual speed profile with respect to the corresponding setpoint speed setting position by simulation of a flight path. For example, under the given flight boundary conditions, the flight course, based on the current actual speed and the predetermined target speed, is simulated with the aid of the simulation calculating unit, so that the actual speed profile can be determined therefrom. This actual velocity profile determined in this way, together with the specified target velocity, has a direct influence on the kinetic energy error and the associated energy reduction.

Advantageously, the simulation of the course of the flight with the aid of the simulation calculation unit takes place taking into account the current weather situation influencing the attitude and the buoyancy of the aircraft, in particular the wind conditions (including thermal) and / or the current weight of the aircraft.

In a further advantageous embodiment, the arithmetic unit is designed to determine the energy level error areas for each of the desired speed setting positions and to continuously calculate the energy level error areas in real time, so that starting from the current actual speed and / or current altitude of the aircraft Calculations are continuously adapted to the currently specified attitude. The pilot thus sees directly what influence his action or omission has on the course of the flight and, in particular, what impact this has on the energy reduction, for example, during the approach.

The invention will be explained in more detail by way of example with reference to the attached figures.

Show it:

1 - Schematic representation of the navigation device according to the invention;

2 - Schematic representation of a vertical target flight plan with energy altitude error areas.

1 shows the navigation device according to the invention 10 with a flight plan determining device 11 and a computing unit 12 , The flight plan determining device 11 is via an interface 11a connected to an information bus of the aircraft so as to be able to tap the current flight conditions including the current attitude parameters of the aircraft. Based on this information can then create the vertical target flight plan.

The flight plan determining device 11 is also set up, set within the vertical target flight plan setpoint speed setting positions at which the aircraft in deviation from the current actual speed, a new target speed is to be specified. These target speed setting positions are used, for example, during the approach to reduce the high kinetic energy that the aircraft has due to its cruising speed, so that the aircraft can be braked down to its actual landing speed.

This information is now a computing unit 12 provided with the flight plan determining facility 11 can be connected by signal technology or is an integral part. The arithmetic unit 12 determines now for at least one target speed setting position, but preferably for all target speed setting positions within the vertical target flight plan, an energy altitude error surface representing the kinetic energy error in the reduction of kinetic energy to the prescribed target speed. For this purpose, a speed error curve is determined from the difference between the predetermined setpoint speed and an actual speed profile predicted in the future until the predefined setpoint speed is reached. The energy error error surface can then be calculated from the velocity error curve as a function of the kinetic energy error.

The predicted actual speed course can be calculated using a simulation calculator 13 be determined, which performs a simulated degradation of the speed based on the current flight conditions.

Now, if all energy level error surfaces are calculated, then a navigation display 14 controlled accordingly to represent the vertical target flight plan including the target speed setting positions and the determined energy level error surfaces.

With the help of the flight plan determination device 11 Furthermore, it is possible to determine actuation positions for the actuation of high-lift aids, actuation positions for the actuation of the undercarriage and / or actuation position for the retraction and extension of air brakes as a function of the current flight boundary conditions, which can then also be displayed within the vertical target flight plan. In particular, the actuation position for the actuation of high-lift aids (for example, flaps) are usually at the same time setting positions for setting new target speeds, so that they coincide here in this context.

2 schematically shows a vertical target flight plan 20 , starting from a current aircraft position 21 up to a predefined target position 22 which in this case represents the runway.

The plane 21 is currently at its cruising altitude. The next critical point is the ToD (Top of Decent) 30 , the descent to the intermediate approach altitude 31 represents. After reaching the intermediate approach altitude 31 This is usually followed by the so-called Decel Point in a standardized ILS approach procedure 32 which represents the first reduction in airspeed. At this point, the aircraft is given a new target speed, whereupon the aircraft then reduces its kinetic energy in the form of deceleration.

This is followed by two further setpoint speed setting positions 33 and 34 which, in addition to a specification for a new target speed, also represent positions for the extension of the flaps ( 33 : conf. 1; 34 : conf. 2). Then it goes into descent, in which case the aircraft then a predetermined approach angle 35 follows. On this approach path 35 For example only further target speed setting positions are mentioned, such as the position 36 at which the landing gear is extended, the positions 37 and 38 where the high lift aids are extended to their maximum position and the 1000 ft. gate 39 , from then the actual landing phase on the target position 22 starts.

At each of the positions where a new setpoint speed is specified (setpoint speed setting positions 32 . 33 . 34 . 36 . 37 and 38 ) results in a speed error, which results from the current actual speed and the new, lower target speed. Due to the inertia of the system aircraft, it takes a while until this speed error is canceled, ie the current actual speed is then identical to the target speed.

This speed error is determined in the form of a kinetic energy error and then displayed as a height error area. The kinetic energy error, which results from the difference between the actual speed and the desired speed, can be converted into such an energy level on the basis of the known relationship between kinetic energy and energy level, so that a corresponding height error surface is reached until reaching a predicted actual speed course the target speed results.

These height error areas 40 are arranged as in a kind of flag on the vertical target flight plan and show the kinetic energy error until the complete removal of the excess kinetic energy. Due to the choice of the representation of the kinetic energy error in the form of a height error surface, the same scaling can be used for the representation of the height profile.

An altitude error surface above the vertical target flight plan represents an excessively high actual speed, while an area below represents an excessively low actual speed.

If these calculations are carried out continuously in real time during the entire approach, the pilot can derive the effects of his actions on the kinetic energy error from the vertical target flight plan and the altitude error areas shown, which leads to a more intuitive perception and greater acceptance of this system. In addition, the pilot is also directed to follow the optimized specifications of the system.

LIST OF REFERENCE NUMBERS

10

navigation device

11

Flight schedule determination device

11a

interface

12

computer unit

13

Simulation computer unit

14

navigation display

20

vertical target flight plan

21

current aircraft position

22

target position

30

ToD (top of decent)

31

Between approach altitude

32

Decell

33

conf. 1

34

conf. 2

35

angle of approach

36

landing gear

37

conf. 3

38

conf. full

39

1000 ft gate

40

Energy height error area

Claims (11)

Navigation device ( 10 ) for aircraft for the determination and presentation of a vertical target flight plan ( 20 ), starting from a current aircraft position ( 21 ) to a predefined target position ( 22 ), with a flight plan determining device ( 11 ) for determining the vertical target flight plan and a navigation display ( 14 ) for displaying the determined vertical target flight plan, characterized in that - the flight plan determining device ( 11 ), in the vertical target flight plan ( 20 ) a plurality of target speed setting positions ( 32 to 38 ), at which the aircraft, in deviation from the current actual speed, a new setpoint speed is specified, to determine, - a computing unit ( 12 ) is provided, which is set up with respect to at least one target speed setting position, a speed error course depending on a predetermined speed at the target speed setting position and a predicted in the future actual speed curve until reaching the predetermined target speed and a Energy level error surface ( 40 ) in response to a kinetic energy error derived from the velocity error history, and - the navigation display ( 14 ) for displaying the determined target speed setting position and the at least one calculated energy height error area with respect to the corresponding target speed setting position in the vertical target flight plan. Navigation device ( 10 ) according to claim 1, characterized in that the flight plan determining device ( 11 ) for determining the vertical target flight plan ( 20 ) as a function of current flight boundary conditions, in particular the current actual speed of the aircraft, the current altitude of the aircraft, the predefined target position, the current distance to the predefined target position, the speed specifications of the ATC, the buoyancy of the aircraft and / or the attitude influencing current Weather situation, the wind conditions and / or the current weight of the aircraft is formed. Navigation device ( 10 ) according to claim 1 or 2, characterized in that the flight plan determining means for determining the vertical Sollflugsplan in response to a predetermined Zwischenanflughhehe ( 31 ) and / or a predetermined approach angle ( 35 ) is set up. Navigation device ( 10 ) according to one of the preceding claims, characterized in that the flight plan determining device ( 11 ) is designed to determine the target speed setting position in dependence on current flight boundary conditions. Navigation device ( 10 ) according to one of the preceding claims, characterized in that the flight plan determining device ( 11 ) for determining actuation positions for the actuation of high-lift aids ( 33 . 34 . 37 . 38 ), Actuating positions for the operation of the chassis ( 36 ) and / or actuation positions for the input and Extending air brakes is formed depending on current flight conditions. Navigation device ( 10 ) according to claim 5, characterized in that the flight plan determining device ( 11 ) is designed to determine the target speed setting position in dependence on the determined operating positions. Navigation device ( 10 ) according to claim 5 or 6, characterized in that the navigation display ( 14 ) is configured to represent the determined operating position in the vertical target flight plan. Navigation device ( 10 ) according to one of the preceding claims, characterized in that a simulation calculating unit ( 13 ) is provided, which is set up for determining the predicted actual speed course with respect to the corresponding setpoint speed setting position by simulation of a flight path up to the predetermined setpoint speed. Navigation device ( 10 ) according to claim 8, characterized in that the simulation computer unit ( 13 ) is set up to simulate the course of the flight taking into account the current weather situation influencing the buoyancy of the aircraft and / or the attitude influencing the attitude, the wind conditions and / or the current weight of the aircraft. Navigation device ( 10 ) according to one of the preceding claims, characterized in that the arithmetic unit is set up to continuously calculate the respective energy height error areas for the setpoint speed setting positions, taking into account the current actual speed of the aircraft. Navigation device ( 10 ) according to claim 10, characterized in that the arithmetic unit is set up, even taking into account the current altitude of the aircraft continuously for the target speed setting positions to calculate the respective energy level error surfaces.

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